thomas



F. THOMAS.

CARBUREIER.

APPLICATION HLED MAR. 30. m4.

1,322,654. lzlh nml NHY. L35, 1919.

3 SHEETS 'SHEET 2.

F. THOMAS.

CARBURETER. APPLICATION FILED MAH.30,1914. 1 322,654. la-ltcntsdkfov. 25,1919. 9 3 SHEETS-SHEET 3.

gnucuroz all) ' mg a low degree of volatility,

erran snares ear-an curios.

FELIX THOMAS, OF NEW YORK, N. Y.

cansunnrnn.

Application filed T 0 all whom it'may concern:

Be it known that I, FELIX THOMAS, a citizen of the United States, residing at New York, in the county of New York, State of New York, have invented new and useful Improvements in Carbureters, of which the following is a specification.

This invention relates to certain new and useful improvements in carbureters, and is particularly adapted for use with fuels havalthough it may be used with highly volatile fuels as well. In prior devices ofthis sort it has been found difficult to produce a satisfactory mixture when quick throttling has been attempted. For this reason these devices have generally been unsatisfactory in practical use, particularly when used upon automobiles where quick changes of speed and load are frequently encountered.

My invention contemplates the use of a highly volatile fuel for starting and for running at low loads, or when the throttle is only slightly open. This highly volatile fuel is supplied in gradually decreasing amounts as the throttle opens, or as the load upon the engine increases. At the same time the supply of low volatile fuel is gradually and proportionately increased. This gradual shading of the hlghly volatile mixture into a low volatile mixture permits quick throttling without the attending difficulties formerly encountered. The fuels used are. likely to have different fuel values and it is desirable, if not necessary, to vary the proportion of air and fuel accordingly. Means is provided for effecting such variation.

My invention also contemplates the use of vwater and an additional supply of aux iliary air upon certain running conditions. Means are provided for adjusting the supply of both air and water, and for also controlling the said supply both manually and automatically.

The invention also embodies a heating device for heating the mixture before it is admitted to the inlet manifold. The mixing chambers are also heated thereby preventing condensation.

To the elimination of the above mentioned defects and for other ends my invention consists in form and construction shown in the accompanying drawings. described in the specification and particularly pointed out in the appended claims.

Specification of Letters Patent.

Patented Nov. 25, 1919.

March 30, 1914. Serial No. 828,320.

trol devices therefor.

Fig. 5 is a detail view of a pivot connection such as is used in the link work shown in Figs. 2, 3, and 4.

Fig. 6 shows an assembly view of the different parts of the device showing the interconnection of the various operating levers.

Describing the drawings in more detail, I will first explain Fig. 1.

Mixture producing devices.

'of them,-like reference characters being applied to corresponding parts in the other devices.

The fuel is supplied to the device through a pipe 3 to a chamber 4:. The level of the fuel in this chamber is maintained constant by means of a float valve comprising concentric float 5, valve 6, and an adjusting nut 7 which determines the height of fuel in chamber 4 necessary to close valve 6. The float is pivoted to the wall of the chamber by means of a link 8 as shown. The plug 9 is placed in the top of the chamber immediately over link 8 and the adjusting nut 7. When this plug is removed easy access can be had to nut 7 for adjusting and regulating the fuel level in the float chamber. The fuel chamber 4 is concentric to the primary air supply pipe 10; consequently rocking of the carbureter does not in any way change the fuel level at the nozzle.

' upper part 16 is integral with the top of the float chamber and forms the mixing,

The two parts of the chamber proper. Venturi are connected by a ground conical joint as shown. The shell 16 of the float chamber is threaded at 17 to engage corresponding threads upon the projecting part 18 of the mixing chamber shell.

Various modifications may be made in the Venturi construction without departing from the spirit and scope of my invention, for example, the conical seat could be done away with, and a flat seat used on the outside of the Venturi pipe. This seat would then contact with the inside bottom portion of the float chamber shell. My object in having the two-part construction in the Venturi device is to provide for interchangeability of parts. For example, different size Venturi pipes could be used, depending upon the size of engine, and in all such cases the standard float chamber shell could be used.

Nozzle and needle valve.

Threaded in the wall of the Venturi pip 13 is a fuel nozzle 19. This nozzle tube extends upward at an angle to the horizontal and is adapted to convey liquid fuel from the float chamber 4 to the throat of the venturi. By this removable nozzle construction various nozzles can be used having different size nozzle openings as will be determined in practice. Extending angularly downward through the lower portion of the mixing chamber is a needle valve 20 which passes through the wall of the venturi, and cooperates with the nozzle 19 to regulate the quantity of fuel supply. The upper end of the needle valve 20 is enlarged and may be knurled, so that the valve may be turned with the fingers for adjustment. A lock-nut 21 serves to hold the needle valve in any desired position and prevents accidental turning and loss of adjustment after the needle valve is once set.

Mz'wing chamber.

v.by means of the ily remove the heat from the exhaust gases in the jacket space and conduct it to the inner wall 16, and so serve to prevent condensation of the fuel after it has been vaporized at the nozzle. The exhaust gases are introduced into the jacket space through pipe 24, and are led away therefrom by pipe 25, the latter pipe being finally connected with exhaust pipe 26 which is'common to both the oil and gasolene mixture. producl ng devices. Lower manifold structure. 1

The two mixture producing devices are securely bolted to a manifold by the bolts as shown. This manifold has two branches E28 and 29. Both are of equal size and shape and join at a common junction point 30. Leading upward from this unction point 30 is a conduit 31. Leading to the junction point 30, and opening into the manifold, is the conduit 3:2, which extends to a main auxiliary air valve 33. This valve is of the usual puppet type and is provided with a spring 34, adjusting, nuts 35 and a forked wedge 36, which extends under a beveled washer 37, forming a lower spring seat. The wedge is attached to a' control rod 38 which extends to any desired control point. The spring tension can be regulated both by turning up the adjusting nuts 35 and by moving the wedge 36 backward and forward. In this way the amount of auxiliary air admitted to the manifold is controlled at will by the operator.

Throt tle valves.

I provide three throttle valves in my device,one main valve and two secondary valves. The main valve 39 is in the conduit 31, and one secondary valve, 40, which I will term the oil throttle, is placed in the branch 28 leading to the oil mixture producing valve device, and the gasolene throttle, 41, is placed in the conduit 29 leading to the gasolene mixture producing devices. The secondary valves 40 and 41- are mounted upon rock shafts 42 and 43 respectively and the main valve 39 is mounted in a like manner upon shaft 44. The link work c0nnecting the valves 39, 40 and 41 will be hereafter described.

Miwture heating device.

To properly vaporize the mixture I employ a heating device in the manifold, which prevents condensation, and also makes the mixture of fuel and air more homogeneous. This heating device is bolted to the manifold 31. Exhaust gases are led into the device pipe 45 and led away therefrom by pipe, 46. Bushings 47 are internally threaded to receive these pipes, and are. provided with external threads which engage internal threads on the heater shell 48. The heater shell is cylindrical in shape and is provided with end walls 49. These walls are pierced with a plurality of holes which holes are slightly countersunk at one end. After the holes have been pierced and countersunk, a, number of copper tubes 50 are slipped through the holes, after which the ends of the tubes are expanded into the countersunk portion as shown at 51. In this way a gas tight joint is produced and the exhaust gases are prevented from mingling with th explosive mixture which passes through the device. The copper tubes are placed in staggered relation to one another, so that all gas passing through the heater will at some time in its passage impinge upon the pipes and take up heat therefrom. Copper is preferably used as material for these pipes in order that a high degree of conductivity may be attained. The upper portion of the heating device is flattened, and to this portion the main inlet manifold 52 of the engine is bolted by bolts 53.

I11 my invention I also contemplate heating the primary air before it is admitted to the mixing chamber. When this is done I apply heating devices, such as has been described in the foregoing paragraph, to the primary air supplying pipes, 10. so.- ally it is sufficient to supply the heating device only on the oil side of the device, but in cold climates it may be necessary to use the heater for the primary air on both the oil and gasolene sides of the device. When heaters are so placed they are supplied with exhaust gases through suitable conduits or they may receive hot exhaust gases from the pipe 26 which leadsfrom the oil and gasolene mixing chamber heating .devices as shown diagrammatically in Fig. 1.

Water and auxiliary air device.

In practice it has been found that it is desirable to introduce water to the mixture when kerosene is used. This water has generally been admitted by simply mounting a drip feed lubricator upon the inlet manifold. In my invention I contemplate the use of a device to finely atomize the water before it is admitted to the manifold, which device I will now describe.

About half way up the wall 48 of the heating chamber a hole 54 is drilled and thread ed to receive a bushing 55. This bushing is bored out to form a passage way for water and air. This bushing 55 is also laterally bored to receive a plug valve shown at 57. This plug valve when turned is adapted to partly or wholly close the passage way in the bushing and so throttle the fiow of air and water passing therethrough. A lever arm 10% is connected to the plug valve 57 and is adapted to turn same. The end of the bushing remote from the heating chamher is internally threaded to receive a member 56, which member has a longitudinal passage way of Venturi shapeas shown at 59. Extending through the side ofmember 56 up to the throat of the venturi is a nozzle tube 60. The lower end of the nozzle is threaded into a T 61, which T connects with a pipe 62. into the end of the T and coiiperates with a conical seat in the end of pipe 62 to control the flow of Water from pipe 62 to the nozzle 60. Pipe 62 leads to a water reservoir 64: which reservoir is supplied with water through pipe 65. The level of the water in the reservoir is maintained at a constant level (preferably slightly below the top of nozzle 60), by a float and valve of usual type as shown.

The end of the Venturi tube member 56 is threaded into the end of a valve chamber 66. This valve chamber carries an inwardly opening puppet valve 67, which valve is nor mally held against its seat by a spring 68. One end of this spring bears against an upwardly extending portion 69 of the valve chamber. The portion 69 with the side walls of the valve chamber form a cup which may serve for several purposes. In the winter time it can be used for priming the engine, the priming fluid being introduced at the open top 0 of the cup. Decarbonizing fiuids can also be introduced to the inlet manifold and to the engine through this cup so formed. The stem of valve 67 is threaded for adjusting nuts which cotiperate with a washer to form a seat for the opposite end of the spring 68. By turning these adjustmg nuts the tension on the spring may be varied and the amount of air admitted controlled.

Operation of water and air supplying device.

Consider the parts in the position shown, valve 57 being wide open. Engine suction produces a vacuum in the inside of the heating chamber. This causes the valve 67 to lift from its seat and admit air from the at mosphere through opening 70, past the seat of the puppet valve and into the Venturi tube 59. The air rushing through the venturi takes up water from the nozzle 60 and atomizes it finally, carrying the water with the air into the heating chamber and eventually into the inlet manifold to the engine.

Oil and gasolene controlling mecha'rism.

A needle valve 63 is threaded.

I tles may be varied at will. For example the device may be so set that in starting the en-' gine the gasolene throttle is wide open and the kerosene or oil throttle completely closed. Then as the main engine throttle opens, the gasolene throttle closes and the kerosene throttle opens, until when the main throttle is wide open the kerosene or oil throttle is also wide open. Another setting may be as follows: With main throttle closed the gasolene throttle is one quarter open and the oil throttle closed. lVith opening of the main throttle to wide open position the gasolene throttle closes and the kerosene throttle opens to wide open position. Another Setting may be as follows: lVith the main throttle closed, the gasolene throttle is wide open and the kerosene. throttle closed.

. from the following detailed explanation of the linkwork which connects the various throttles. It is to be understood that various other mechanisms may be substituted for the linkwork, cams, gears, etc. The linkwork shown is merely one embodiment of my invention and is shown as a simple illustration of a means for carrying out the desired variations in oil and gasolene fuel supply.

I It is upon the broad principles of such varying fuel supply I desire protection as defined by the appended clalms.

Figs. 2 and 3 show linkwork details. Fig.

2 shows a setting in which the parts have what I term a11-1 ratio. This is a setting with the resulting control asgiven in the first example above. In Fig. 3 the adjustment is such that a varying ratio results. Each is illustrated by examples two and three in the preceding paragraph.

In Fig. 2, 14c is the pivotal shaft for the main throttle. This shaft is connected rigidly with a lever 72 by means of a set screw 73. The lever 72 extends upwardly and connects by a pivotal connection with a control rod 74: which extends to any desired controlling mechanism. See, for example, Fig. 6. Lever 72 extends downwardly and is broadened to an extent necessary to allow for two slots 7 6 and 77. Links80 and 81 are pivotally connected to the lever 72 by means of pivotal connection '(8 and f7 9 re-.

spectively. These pivotal connections allow the lever to turn about but prevent the ends of the links from moving up and down in the slots after a setting is once made. The pivotal connections 82 and 83 cooperate in a similar manner with the slots 86 and 87 end a collar or bushing arm length of lever 85.

. ting it is apparent that the initial setting sent any one of the slotted levers and 80 any link. A fiat headed stud 90 extends through the slot in-lever 84: and at-its upper 91 which is of greater height than the thickness of link 80. A knurled nut 92 cooperates with threads upon the end of the'stud 90. By loosening this knurled nut the pivotal connectionas a whole will be freed and can he slid up and down freely in the slot in the lever 84:.

Tightening up the nut clamps the stud 90 'and the collar 91 to the lever'84 but still allows the link to swing around since the collar 91 is of sufficient height to prevent any clamping action between the knurled nut and'link 80. Like parts are used in all the pivotal connections shown; 2'. e. 82, 78, 79, and 83. I

Levers 84: and'85 are connected to the oil and gasolene throttle shafts 42 and 43 respectively by the set screws 88 and 89 respectively. In Fig. 2 the parts in full lines show the position of parts for starting and those in dotted lines the after opening the 'main throttle wide. It will be seen that both oil and gasolene throttles will then have turned through ninety degrees.

In Fig. 3 link 80 has been moved to a position in which the effective lever arm of lever 72 is decreased and the effective lever arm of 81 increased. Link 81 is moved to increase the effective lever arm length of lever 72 and decrease the effective lever lVith such a setof the oil and gasolene throttles is thrown out. This is compensated for by loosening set screws 88 and 89 and turning the shafts.

42 and 43 by hand until the oil and gasolene are in proper position. The set screws are then tightened up. With a setting of parts shown in Fig. 3 it is apparent that the oil throttle will have a very slight angular movement as compared to the angular movement of the gasolene throttle. At the same time, the main throttle has the same amount of movement, 6. 90.

By means'of these various adjustments difierences in fuel values of the two fuels may be provided for. I f the gasolene has a lower fuel value than the kerosene the parts may be adjusted so that the air will carry a proportionally larger volume of gasolene vapor to the manifold. The power of the engine will then not bealfected by changing from one fuel to the other.

Control for water and auxiliary air device.

position of parts v n A N V of water and air to produce a proper mixture.

manner previously described and it is necessary that proper controlling devices be used so that it may be supplied at the right automatic control being adapted to take up and function when the manual control is not used. This automatic control is made adjustable so that the water may be only slightly admitted at certain loads or'throttle openings, and so that greater amounts may;

be admitted at other throttle openings.

In Figs. 4 and 6, is the hand control mechanism for the main throttle. A link 74 extends from the control device and through bell crank or rock arm 74:, connects the control device with the main throttle through link 74. Links 74 and 74 therefore are so connected that they have difie'rent directions of movement when 74 moves to the left, 74 moves to the right and vice versa.

The link 74 is slotted as shown at 94. Adjustable blocks 95 and 96 cotiperate with this slot. These blocks can be slid to any desired position in the slot and thentightened, in this way controllin the effective length of the slot. These settlng blocks may be of the same form as the pivotal connections shown in Fig. 5 and therefore need not be described in detail here.

A lever 97 is slotted at the upper end as shown at 98 and at the center 99. The lower end of this lever is pivotally connected with member 100 which connects through the medium of a spring 101 with a telescoping member 102 which in turn is pivotally connected with the valve lever 104:. A wire cable 93 connects the upper end of the valve lever with a manual air and water control device. An adjustable pivot 103 co operates with the slots 94 in link 74 and slot 98 in lever 97. As link 74' is moved -this pivot 103 contacts with blocks 95 or 96 dependingupon the direction of-movement of link 74 and this moves the upper end of 97 about the adjustable pivot 103. Pivot 105 cotlperates with slot 99 and slot 106 in fixed member 107. By changing the position of the pivot in these slots the relative length of the arms of lever 97 is varied and other adjustments made as will be hereafter explained.

Operationand adjustments of control mechanism.

This water is mixed with air in the.

I contem-J variations.

75 is pushed to the left as far as it will go, as in Fig. 4. Block 96 hascontacted against pivot 103and rotated lever 97 in a counter clockwise direction. This condition of parts rema ns 'until'thecontrol 75 ismoved in the 70 opposite direction, as shown in Fig) 6, when block'95 contactingagainst 98 Will move the lever 97 j in, a. clockwise direction. This shifts the telescopic members 100, 101 and l02to thejleft and'throug'l' lever 104 closes valve 57 Itwillbe seen that by spacing the blocks 95- and 96 morefo'r le ss apart a lost motion connection will result between lever 97 and the control device 75. A This enables thevalve 57 to remainopen during a v certain partof the travelof the main throt tle device. By putting. the blocks95'and 96 close to the pivot 98 the valve 57 would move simultaneously withtherhain throttle.

Another adjustment is provided to "control the movements of lever 97. This adjustment consists in shifting the pivot 105' up and down relative to the fixed member 106. Doing this varies the fulcrum of lever 97 and so makes the valve 57 have a small or large 0 ening. Another result is that the valve 5 opens faster or slower as the case may be. The floating pivot 105 is also useful when adjustments are made to the sliding blocks,95 and 96, as can easily be seen from a study of the linkage.

The only part remaining to be described is the manual air and water control device, it. being understood that the previously described control mechanism is termed the automatic control. Whatever the position of link 7&1, by simply pulling on a wire 93 any time to open "the valve 57 wide, regardless of throttle position. Upon the release of tension of the wire 93, spring 101 or any other suitable spring returns valve 57 to a 110 closed position, or at least'to a position determined by the position of lever 97 and the main control 75.

It is to be understood that other forms of linkages and connections may be used as will 11b occur-to those skilled in the art. The fea tures which I claim as my invention are not limited to the precise embodiments herein shown and described but are more particularly pointed out in the appended claims.

I claim v 1. In a device of the ,class described, a plurality of fuel delivering devices arranged to deliver fuel to="a common manifold. means for varying the quantity of fuel delivered by one of said devices and concurrently but conversely varying the quantity delivered by. another of said devices, and means for changing the ratio of said 3O means foroperating the three valves simul- 2. A! device for supplying either of two fuels or both fuels concurrently to an internal combustion engine, comprising means for supplying each fuel, a valve adapted to cut off each supply and to control the flow therefrom, means for operating sald valves concurrently .at a predetermined relativevelocity, whereby the flows of fuel may be simultaneously but conversely varied until one or the other is cut off, and means for adjusting the valve ope-rating means so that the valves will operate at anypredetermined ratio of movement.

3. A device forsupplying either of two fuels or both fuels concurrently to an internal combustion engine, comprising two carbureters, a duct-from each whereby the car bureted air is conveyed to a common con common conduit, two ducts discharging into said conduit, means for admitting air to said ducts, a valve in each duct adapted to regulate or stop the passage of air to the conduit, a valve in the conduit adapted to regulate the flow of air to the engine, and

taneously at any predetermined ratio of movement.

5. A device for supplying either of two fuels or both fuels concurrently to an inter- 1 nal combustion engine, comprising a common conduit, two ducts dischar into said conduit, each duct having av iIltIll'l choke, a nozzle to admit fuel to each-of said ducts, a valve in each duct adapted to regulate or stop. the passage of air to the-conduit, means for operating said valves simultaneously, and means for adjusting said op erating means so that it will impart movement to the valves at any desiredratio.

6. In a device of the class described, in combination, a mixture supplying device, an auxiliary air supplying device, means for supplying water to the air passing.

through said auxiliary air device, a unitary valve means for increasing and decreasing both the quantity of air and water supply, the extent of movement of said valve'means being dependent upon the throttle opening of the mixture producing device.

7. In a device of the class described, in combination, means for supplying an explosive mixture, means for supplying auxiliary air and water to said mixture, a con trolling device for each of said means, and a lost motion connection between said controlling devices whereby they are operated together but which permits either to beoperated in advance of the other.

8. In a device of the class described, a

and waterto the explosive mixture, and controlling devices for said means, one of which is actuated concurrently with the throttle and the other a manual device operable independently of the first and of the throttle. 9. In a device of the class described, in combination, a throttle and means for operating it, means for supplying intimately mixed, air and water to the explosive mix ture, a controlling device therefor which normally is moved a distance determined by the movement of the aforesaid throttle, an extra device for moving said controlling device an additional distance, and means for restoring the controlling device .to its normal position with reference to the throttle when the extra device is released.

10. In a'device of-the class described, in

explosive mixture, controlling devices for I said means operable by the throttle connec-' tions and connected thereto bv normally inoperative lost motion connection, and manually operable 'means for operating the controlling devices, whereby upon the manual operation thereof the aforesaid lost motion connection becomes operable and the controlling devices move'to an extent in ex cess of the amount predetermined by the throttle.

11. In a carbureting device, two carbureters, each adapted to supply carbureted air to a common conduit, means for introducing water laden air into said conduit, and means whereb laden air is cut oil when one of said carbureters is supplying the carbureted air and turned on when the other carbureter is supplying the carbureted air.

12. In a device of the class described, in combination, a plurality of devices adapted to supply an explosive mixture to the inlet manifold of an internal combustion engine, a plurality of throttle devices therefor, a device adapted to supply intimately mixed air and water to the inlet manifold, a linkage connecting the said throttle devices to V the last mentioned device whereby they may be operated in unison from a common controlling means.

13, In a device of the class described, in combination, a plurality of devices adapted to supply an explosive mixture to the inlet manifold of an internal combustion engine, a plurality of throttle devices therefor, a device adapted to supply intimately mixed air and water to the said inlet manifold, a linkage connecting, the last mentioned device with the throttle devices said linkage havin a lost motion connection therein where y the said linkage may be operated throttle, means for supplying auxiliary air the supply of water- 85 combination, a throttle, connections for ma- I nipulating said throttle,-means for supplying intimately mixed air and water to the neeae one device and to concurrently diminish the amount of fuel supplied by the other device, means cooperating with the aforesaid means for supplying air and water to the mixture, and manually operable means to supply air and water to the mixture independently of the aforesaid means.

16. In a device of the class described, in combination, a plurality of mixture supplying devices, a plurality a throttle adapted to of throttles therefor, control the flow of vices, means all the mixture, setting devices for the throttles for the mixture producing devices, whereby the throttles may be initially set to a desired degree of opening, and means for simultaneously operating the throttles, one throttle being adapted to move toward an open position, 'the second to move toward a closed position, and the main throttle to move toward an open position.

17. In a device of the class described, in combination, two mixture producing defor varying the quantity of mixture produced by one and concurrently but conversely varying the quantity produced by the other, means for changing the ratio of said variations, a throttle whereby the flow of mixture from both devices is controlled, and means for introducing an auxiliary supply of air to the mixture before it reaches the throttle.

In testimony whereof I affix my signature in the presence of two witnesses.

FELIX THOMAS. Witnesses: HARRY W. LINDSEY, Jr., CARL BENs'r. 

